U.S. patent application number 13/899400 was filed with the patent office on 2014-11-27 for location based charging control system.
This patent application is currently assigned to Tesla Motors, Inc.. The applicant listed for this patent is TESLA MOTORS, INC.. Invention is credited to Brennan Boblett, Roy Goldman, Thorsten Hayer, Kevin Hsieh, Nalinichandra Penke, Miriam Vu.
Application Number | 20140347018 13/899400 |
Document ID | / |
Family ID | 51934317 |
Filed Date | 2014-11-27 |
United States Patent
Application |
20140347018 |
Kind Code |
A1 |
Boblett; Brennan ; et
al. |
November 27, 2014 |
Location Based Charging Control System
Abstract
A method for automatically charging the battery pack of an
electric vehicle in accordance with a set of location sensitive
charging instructions is provided. Exemplary location sensitive
charging instructions include preset charging schedules and preset
charge level limits. Different charging schedules and different
charge level limits may be preset for different charging stations
and locations, thus allowing the user to preset the charging
instructions for each of multiple locations where the user
routinely charges their car. Default charging instructions are used
at those charging stations and locations where a set of location
sensitive charging instructions has not been preset.
Inventors: |
Boblett; Brennan; (San
Francisco, CA) ; Penke; Nalinichandra; (Fremont,
CA) ; Vu; Miriam; (San Francisco, CA) ; Hsieh;
Kevin; (Redwood City, CA) ; Goldman; Roy;
(Cupertino, CA) ; Hayer; Thorsten; (Burlingame,
CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TESLA MOTORS, INC. |
Palo Alto |
CA |
US |
|
|
Assignee: |
Tesla Motors, Inc.
Palo Alto
CA
|
Family ID: |
51934317 |
Appl. No.: |
13/899400 |
Filed: |
May 21, 2013 |
Current U.S.
Class: |
320/162 ;
320/137 |
Current CPC
Class: |
Y02T 10/70 20130101;
Y02T 10/7072 20130101; Y02T 90/12 20130101; Y02T 90/14 20130101;
B60L 53/14 20190201; B60L 2240/72 20130101; Y02T 90/16 20130101;
Y02T 10/72 20130101; B60L 2250/12 20130101; Y02T 90/167 20130101;
B60L 2240/622 20130101; B60L 53/305 20190201; B60L 58/13 20190201;
Y04S 30/14 20130101; B60L 2250/16 20130101; B60L 53/665
20190201 |
Class at
Publication: |
320/162 ;
320/137 |
International
Class: |
B60L 11/18 20060101
B60L011/18 |
Claims
1. A method of charging a battery pack of an electric vehicle, the
method comprising: accepting a first set of charging instructions
for a first charging station, wherein said first set of charging
instructions is input by a user and said accepting step is
performed by a controller of an on-board vehicle control system;
recording said first set of charging instructions for said first
charging station in a memory; determining when said electric
vehicle is located at said first charging station, wherein said
determining step is performed by said controller; and in response
to the determination, charging said battery pack of said electric
vehicle in accordance with said first set of charging instructions,
wherein said battery pack of said electric vehicle is charged in
accordance with a set of default charging instructions when said
electric vehicle is located at an alternate charging station to
which the first set of charging instructions does not apply.
2. The method of claim 1, wherein said step of accepting said first
set of charging instructions further comprises the steps of
positioning said electric vehicle at a location corresponding to
said first charging station and identifying said first charging
station based on said location, wherein said identifying step is
performed by said controller, wherein said positioning and
identifying steps are performed prior to said accepting step, and
wherein said accepting step is performed while said electric
vehicle is positioned at said location.
3. The method of claim 1, wherein said step of accepting said first
set of charging instructions further comprises the steps of
positioning said electric vehicle at a location corresponding to
said first charging station, receiving a unique charging station
identification (ID) code from said first charging station, and
identifying said first charging station based on said unique
charging station ID code, wherein said receiving and identifying
steps are performed by said controller, wherein said positioning,
receiving and identifying steps are performed prior to said
accepting step, and wherein said accepting step is performed while
said electric vehicle is positioned at said location.
4. The method of claim 1, wherein said first set of charging
instructions is input by said user on a remote system separate from
said electric vehicle, wherein said accepting step further
comprises the step of receiving said first charging schedule from
said remote system by said controller.
5. The method of claim 1, wherein said step of determining when
said electric vehicle is located at said first charging station
further comprises the steps of positioning said electric vehicle at
a location within a preset distance from said first charging
station and identifying said first charging station based on said
location within said preset distance from said first charging
station, wherein said identifying step is performed by said
controller.
6. The method of claim 5, further comprising the steps of accepting
said preset distance and recording said preset distance in said
memory, wherein said preset distance is input by said user and said
steps of accepting and recording said preset distance are performed
by said controller.
7. The method of claim 5, further comprising the steps of accepting
said preset distance and recording said preset distance in said
memory, wherein said preset distance is input by a vehicle
manufacturer and said steps of accepting and recording said preset
distance are performed by said controller.
8. The method of claim 1, wherein said step of determining when
said electric vehicle is located at said first charging station
further comprises the steps of positioning said electric vehicle at
a location corresponding to said first charging station, receiving
a unique charging station identification (ID) code from said first
charging station, and identifying said first charging station based
on said unique charging station ID code, wherein said receiving and
identifying steps are performed by said controller.
9. The method of claim 1, said method further comprising the step
of issuing a confirmation query prior to performing said step of
charging said battery pack of said electric vehicle in accordance
with said set of default charging instructions when said electric
vehicle is located at said alternate charging station, wherein
receipt by said controller of a first response to said confirmation
query results in performing said step of charging said battery pack
of said electric vehicle in accordance with said set of default
charging instructions, and wherein receipt by said controller of a
second response to said confirmation query results in performing
the steps of accepting an alternate set of charging instructions
for said alternate charging station, recording said alternate set
of charging instructions for said alternate charging station in
said memory and charging said battery pack of said electric vehicle
in accordance with said alternate set of charging instructions when
said electric vehicle is located at said alternate charging
station.
10. The method of claim 1, wherein said set of default charging
instructions is preset by a vehicle manufacturer of said electric
vehicle.
11. The method of claim 1, wherein said set of default charging
instructions is preset by said user.
12. The method of claim 1, wherein said first set of charging
instructions is comprised of a first charging schedule.
13. The method of claim 12, further comprising the steps of:
accepting a second charging schedule for a second charging station,
wherein said second charging schedule is input by said user and
said accepting step is performed by said controller; recording said
second charging schedule for said second charging station in said
memory; determining when said electric vehicle is located at either
said first charging station or said second charging station,
wherein said determining step is performed by said controller; and
in response to the step of determining when said electric vehicle
is located at either said first charging station or said second
charging station, charging said battery pack of said electric
vehicle in accordance with said first charging schedule when said
electric vehicle is located at said first charging station and
charging said battery pack of said electric vehicle in accordance
with said second charging schedule when said electric vehicle is
located at said second charging station, wherein said battery pack
of said electric vehicle is charged in accordance with said set of
default charging instructions when said electric vehicle is located
at said alternate charging station to which neither the first
charging schedule nor the second charging schedule applies.
14. The method of claim 12, wherein said first charging schedule is
comprised of at least one of a day-of-the-week insensitive charging
start time, a day-of-the-week based charging start time, a
day-of-the-week insensitive charging end time, and a
day-of-the-week based charging end time.
15. The method of claim 12, said method further comprising the step
of issuing a confirmation query prior to performing said step of
charging said battery pack of said electric vehicle in accordance
with said first set of charging instructions, wherein receipt by
said controller of a first response to said confirmation query
results in performing said step of charging said battery pack of
said electric vehicle in accordance with said first set of charging
instructions, and wherein receipt by said controller of a second
response to said confirmation query results in performing the steps
of over-riding said first set of charging instructions and
immediately initiating charging of said battery pack of said
electric vehicle.
16. The method of claim 12, wherein said set of default charging
instructions requires charging of said battery pack to be
immediately initiated after said battery pack is electrically
coupled to said alternate charging station.
17. The method of claim 12, wherein said step of charging said
battery pack of said electric vehicle in accordance with said first
charging schedule when said electric vehicle is located at said
first charging station further comprises the steps of: determining
a current time; comparing said current time to a scheduled start
time of said first charging schedule; immediately performing said
step of charging said battery pack of said electric vehicle in
accordance with said first charging schedule if said current time
is within a preset window of time, wherein said preset window of
time corresponds to said scheduled start time plus a preset time
period; and delaying performance of said step of charging said
battery pack of said electric vehicle in accordance with said first
charging schedule until said scheduled start time if said current
time is outside of said preset window of time.
18. The method of claim 17, wherein said preset time period is set
by a vehicle manufacturer of said electric vehicle.
19. The method of claim 17, further comprising the steps of
accepting said preset time period and recording said preset time
period in said memory, wherein said preset time period is input by
said user, and wherein said step of accepting said preset time
period is performed by said controller.
20. The method of claim 17, said method further comprising the step
of issuing a confirmation query prior to performing said step of
delaying performance of said step of charging said battery pack,
wherein receipt by said controller of a first response to said
confirmation query results in performing said step of delaying
performance of said step of charging said battery pack, and wherein
receipt by said controller of a second response to said
confirmation query results in performing the steps of over-riding
said step of delaying performance of said step of charging said
battery pack and immediately initiating charging of said battery
pack of said electric vehicle.
21. The method of claim 17, further comprising the steps of:
accepting a target charge level for said first charging station,
wherein said target charge level is input by said user and said
step of accepting said target charge level is performed by said
controller; recording said target charge level for said first
charging station in said memory; monitoring a current charge level
while performing said step of charging said battery pack of said
electric vehicle in accordance with said first charging schedule;
comparing said current charge level to said target charge level;
and terminating said step of charging said battery pack of said
electric vehicle in accordance with said first charging schedule
when said current charge level is equal to or greater than said
target charge level.
22. The method of claim 1, wherein said first set of charging
instructions is comprised of a target charge level, and wherein
said step of charging said battery pack of said electric vehicle in
accordance with said first set of charging instructions further
comprises: monitoring a current charge level; comparing said
current charge level to said target charge level; and terminating
said step of charging said battery pack of said electric vehicle in
accordance with said first set of charging instructions when said
current charge level is equal to or greater than said target charge
level.
Description
FIELD OF THE INVENTION
[0001] The present invention relates generally to a vehicle
charging system and, more particularly, to a control system for
enhancing charging system functionality.
BACKGROUND OF THE INVENTION
[0002] Electric vehicles present a growing application for
rechargeable batteries and, in particular, for large battery packs.
Such an application, however, presents a number of engineering
challenges to the power system designer, primarily due to the need
to balance the expectations of the consumer with the system
requirements and the constraints placed on the system by the
batteries within the battery pack. Consumer expectations include
those associated with the vehicle as a whole, e.g., vehicle range,
performance and reliability, and those that are specific to the
vehicle's battery system, e.g., battery pack lifetime and
replacement cost, as well as the time, cost and convenience
associated with charging the vehicle. System requirements include
power output, battery pack weight and reliability. Battery
constraints include those associated with charging, operational,
and storage temperatures; charge rates; the level of
allowed/preferred charging (i.e., 75% of full charge, full charge,
over-charged, etc.); and the level of discharge allowed before
charging.
[0003] To address some of the issues associated with batteries,
sophisticated charging algorithms may be employed. For example,
co-assigned U.S. Pat. No. 8,054,038 discloses a system for
controlling the charging system of an electric vehicle, more
specifically the charging level, based on a number of parameters.
Disclosed parameters include expected travel distance, road
conditions, weather conditions, desired battery power safety
margins and driving style. Co-assigned U.S. Pat. No. 7,782,021
discloses an alternate charging system controller that determines
the optimal time to charge a battery pack based on charging cost,
thus taking into account variations in the cost of electricity
based on the time of day. Co-assigned U.S. Pat. Nos. 7,671,567 and
7,629,772 disclose alternate charging system controllers that
determine the optimal cut-off voltage to be used during charging
based on desired vehicle performance and intended usage, driving
range and battery life.
[0004] While the prior art charging system controllers may take
into account a variety of factors in determining optimal charge
rates, charge levels, and charging times, these systems provide the
user with limited ability to control the charging schedule. As a
result, these system controllers do not help the user to minimize
the costs associated with charging their vehicle, and therefore do
not fully meet consumer expectations with regards to convenience
and the potential savings associated with owning an electric
vehicle. Accordingly, what is needed is a user interface for a
battery pack recharging system that simplifies vehicle charging
while helping the user to minimize charging costs. The present
invention provides such a use interface and charging system
controller.
SUMMARY OF THE INVENTION
[0005] A method for charging the battery pack of an electric
vehicle using a location based set of charging instructions is
provided, the method including the steps of (i) accepting a first
set of charging instructions for a first charging station, where
the first set of charging instructions is input by a user; (ii)
recording the first set of charging instructions in memory; (iii)
determining when the electric vehicle is located at the first
charging station; (iv) charging the electric vehicle's battery pack
in accordance with the first set of charging instructions when the
electric vehicle is located at the first charging station; and (v)
charging the electric vehicle's battery pack in accordance with a
set of default charging instructions when the electric vehicle is
located at an alternate charging station to which the first set of
charging instructions does not apply. The default charging
instructions may, for example, be preset by the vehicle's
manufacturer or by the user. The step of accepting the first set of
charging instructions may further comprise the steps of positioning
the electric vehicle at a location corresponding to the first
charging station and identifying the first charging station based
on the location, where the identifying step is performed by the
controller, where the positioning and identifying steps are
performed prior to the accepting step, and where the accepting step
is performed while the electric vehicle is positioned at the
location. The step of accepting the first set of charging
instructions may further comprise the steps of positioning the
electric vehicle at a location corresponding to the first charging
station, receiving a unique charging station identification (ID)
code from the first charging station, and identifying the first
charging station based on the unique charging station ID code,
where the receiving and identifying steps are performed by the
controller, where the positioning, receiving and identifying steps
are performed prior to the accepting step, and where the accepting
step is performed while the electric vehicle is positioned at the
location. The first set of charging instructions may be input by
the user using a remote system, e.g., a remote computer, laptop,
tablet, smartphone, etc., where the remote charging schedule is
then received from the remote system by the controller. The step of
determining when the electric vehicle is located at the first
charging station may include the steps of positioning the electric
vehicle at a location within a preset distance from the first
charging station and identifying the first charging station based
on the location within the preset distance from the first charging
station, where the identifying step is performed by the controller.
The preset distance may be input by the user, the vehicle's
manufacturer, or a third party. The step of determining when the
electric vehicle is located at the first charging station may
include the steps of positioning the electric vehicle at a location
corresponding to the first charging station, receiving a unique
charging station identification (ID) code from the first charging
station, and identifying the first charging station based on the
unique charging station ID code, where the receiving and
identifying steps are performed by the controller.
[0006] The method may further include the step of issuing a
confirmation query prior to performing the step of charging the
battery pack of the electric vehicle in accordance with the default
charging instructions when the electric vehicle is located at an
alternate charging station, where a first response to the
confirmation query results in charging the battery pack in
accordance with the default charging instructions, and where a
second response to the confirmation query results in performing the
additional steps of accepting an alternate set of charging
instructions for the alternate charging station, recording the
alternate set of charging instructions in the memory and charging
the battery pack in accordance with the alternate set of charging
instructions when the electric vehicle is located at the alternate
charging station.
[0007] In at least one embodiment, the first set of charging
instructions is comprised of a first charging schedule, where the
first charging schedule may be comprised of at least one of a
day-of-the-week insensitive charging start time, a day-of-the-week
based charging start time, a day-of-the-week insensitive charging
end time, and a day-of-the-week based charging end time. The method
may further include the steps of (i) accepting a second charging
schedule for a second charging station, where the second charging
schedule is input by the user; (ii) recording the second charging
schedule in memory; (iii) determining when the electric vehicle is
located at either the first or second charging station; (iv)
charging the electric vehicle's battery pack in accordance with the
first charging schedule when the electric vehicle is located at the
first charging station; (v) charging the electric vehicle's battery
pack in accordance with the second charging schedule when the
electric vehicle is located at the second charging station; and
(vi) charging the electric vehicle's battery pack in accordance
with the default charging instructions when the electric vehicle is
located at an alternate charging station. The method may further
include the step of issuing a confirmation query prior to
performing the step of charging the battery pack of the electric
vehicle in accordance with the first set of charging instructions
when the electric vehicle is located at the first charging station,
where a first response to the confirmation query results in
charging the battery pack in accordance with the first set of
charging instructions, and where a second response to the
confirmation query results in performing the additional steps of
over-riding the first set of charging instructions and immediately
initiating charging of the battery pack. The step of charging the
battery pack of the vehicle in accordance with the first charging
schedule when the vehicle is located at the first charging station
may further include the steps of (i) determining a current time;
(ii) comparing the current time to a scheduled start time of the
first charging schedule; (iii) immediately charging the battery
pack in accordance with the first charging schedule if the current
time is within a preset window of time, where the preset window of
time corresponds to the scheduled start time plus a preset time
period; and (iv) delaying the charging of the battery pack until
the next scheduled start time if the current time is outside of the
preset window of time. The delaying step may be over-ridden, thus
causing charging to start immediately even when the current time is
outside of the preset window of time. The preset time period may,
for example, be preset by the vehicle's manufacturer or by the
user. The method may further include the steps of (i) accepting a
target charge level for the first charging station, where the
target charge level is input by the user; (ii) recording the target
charge level for the first charging station within the memory;
(iii) monitoring a current charge level while performing the step
of charging the battery pack in accordance with the first charging
schedule; (iv) comparing the current charge level to the target
charge level; and (v) terminating the step of charging the battery
pack when the current charge level is equal to or greater than the
target charge level.
[0008] In at least one embodiment, the first set of charging
instructions is comprised of a target charge level, and the step of
charging the battery pack in accordance with the first set of
charging instructions further comprises (i) monitoring a current
charge level, (ii) comparing the current charge level to the target
charge level, and (iii) terminating the step of charging the
battery pack when the current charge level is equal to or greater
than the target charge level.
[0009] A further understanding of the nature and advantages of the
present invention may be realized by reference to the remaining
portions of the specification and the drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 provides a block diagram of an exemplary charging
system that may be used with the present invention;
[0011] FIG. 2 provides a block diagram of an exemplary interface
system that may be used with the present invention;
[0012] FIG. 3 illustrates the methodology of the invention in
accordance with a preferred embodiment;
[0013] FIG. 4 illustrates a simplified version of the methodology
shown in FIG. 3;
[0014] FIG. 5 illustrates a modification of the procedure shown in
FIG. 3 in which the set of charging instructions includes a
charging schedule;
[0015] FIG. 6 illustrates a modification of the procedure shown in
FIG. 3 in which the set of charging instructions includes a target
charge level limit;
[0016] FIG. 7 illustrates a modification of the procedure shown in
FIG. 5 that provides a simple means for over-riding the preset
charging instructions;
[0017] FIG. 8 illustrates a modification of the procedure shown in
FIG. 6 that provides a simple means for over-riding the preset
charging instructions;
[0018] FIG. 9 illustrates a configuration in which the set of
charging instructions includes a charging schedule and a target
charge level limit; and
[0019] FIG. 10 illustrates an alternate procedure for inputting
charging instructions that corresponds to a particular charging
station.
DESCRIPTION OF THE SPECIFIC EMBODIMENTS
[0020] In the following text, the terms "battery", "cell", and
"battery cell" may be used interchangeably and may refer to any of
a variety of different cell types, chemistries and configurations
including, but not limited to, lithium ion (e.g., lithium iron
phosphate, lithium cobalt oxide, other lithium metal oxides, etc.),
lithium ion polymer, nickel metal hydride, nickel cadmium, nickel
hydrogen, nickel zinc, silver zinc, or other battery
type/configuration. The terms "battery pack" and "battery system"
may be used interchangeably and as used herein refer to an
electrical energy storage system contained within a single piece or
multi-piece housing that is configured to achieve the desired
voltage and capacity for a particular vehicle, where the electrical
energy storage system utilizes a battery, capacitor or
supercapacitor and has the capability to be discharged and
recharged. The term "electric vehicle" as used herein refers to
either an all-electric vehicle, also referred to as an EV, a
plug-in hybrid vehicle, also referred to as a PHEV, or a
non-plug-in hybrid vehicle (HEV), a hybrid vehicle utilizing
multiple propulsion sources one of which is an electric drive
system. It should be understood that identical element symbols used
on multiple figures refer to the same component, or components of
equal functionality. Additionally, the accompanying figures are
only meant to illustrate, not limit, the scope of the invention and
should not be considered to be to scale.
[0021] Most power companies offer a time-of-use (TOU) program to
its users in which the charge rate is based on the time of day
and/or the day of the week. By offering incentives, in the form of
lower rates, to shift power consumption from peak power periods to
off-peak power periods, power companies are able to reduce peak
power loads. Many conventional electric vehicles allow the user to
setup a charging schedule, either directly via an interface built
into the car or indirectly via a smartphone/computer application,
so that when they are charging their electric vehicle at home they
are able to take advantage of these lower power rates, thereby
further increasing the benefits associated with owning an electric
vehicle. This approach, however, requires that the user alter or
turn-off the charge schedule whenever they wish to charge their
vehicle at a charging station located away from their primary
charging station, for example when they are trying to charge their
car at a public charging station. In contrast, the present
invention allows the user to setup different sets of charging
instructions, including different charging schedules, for different
locations. Then when their vehicle is coupled to a particular
charging station, the on-board system automatically determines and
implements the preset set of charging instructions based on the
vehicle's location.
[0022] FIG. 1 provides a block diagram of an exemplary battery
charging system 100 that may be used with the present invention. It
should be understood that battery charging system 100 is used for
illustration purposes only and that the present invention is not
limited to a specific charger configuration. For example, the
benefits and capabilities associated with the present invention may
be attained regardless of the type and size of battery pack, the
thermal management system coupled to the battery pack, the location
and capabilities of the charger, the drive system and the user
interface, all of which may be varied based on the specific
requirements and intended use of the vehicle.
[0023] In system 100, battery pack 101 is coupled to a charging
system 103. Charging system 103 may be integrated within the
electric vehicle, integrated within the charging station, or
configured as a stand-alone charger that is coupled between the
external power source 105 (e.g., the power grid) and the vehicle's
battery pack. Note that as its name implies, the external power
source 105 is external to the vehicle. As the present invention
provides a means for scheduling external charging, it is not
applicable to internal power generators 107 such as a regenerative
braking system that may be used to at least partially recharge the
vehicle's batteries.
[0024] During battery pack charging, a controller 109 that is
coupled to charger 103 controls operation of the charger,
preferably controlling not only its status (on/off), but also its
charge rate. Controller 109 may be integrated within, or separate
from, charging system 103. As controller 109 typically takes into
account a variety of battery parameters in order to determine the
appropriate charge rate, etc., parameters such as the
state-of-charge (SOC), cut-off voltage, temperature, age and
overall capacity of the batteries within pack 101, the
functionality associated with controller 109 is often integrated
within the vehicle's system controller 111. Alternately, battery
pack parameters may be communicated to the controller, for example
using a communication link between the controller 109 and the
vehicle's system controller 111. A benefit of integrating
controller 109 either into the vehicle's charging system 103 or
into the vehicle's system controller 111 is that it makes it easier
for the vehicle to be charged in a variety of situations with
various chargers while still allowing the vehicle's system to
determine optimal charge rate, etc. As shown, system controller 111
is coupled to a user interface 113 that provides a means for the
user to schedule and control the charging system as described
below.
[0025] As the present invention provides a means for providing
control over a vehicle's charging system, those vehicle systems and
components that are unnecessary to the control system's operation
may not be described in detail herein. For example, clearly battery
pack 101 is coupled to a drive train 115. Drive train 115 may use a
single electric motor or multiple electric motors coupled to one or
both axles. Similarly, the invention is not limited to a specific
type/configuration of transmission (e.g., single speed,
multi-speed) or a specific type/configuration of differential
(e.g., open, locked or limited slip). Typically battery pack 101 is
coupled to the drive motor via a power control system that is used
to insure that the power delivered to the motor is of the desired
voltage, current, waveform, etc. As such, power control system may
be comprised of passive power devices (e.g., transient filtering
capacitors and/or inductors), active power devices (e.g.,
semiconductor and/or electromechanical switching devices, circuit
protection devices, etc.), sensing devices (e.g., voltage, current,
and/or power flow sensors, etc.), logic control devices,
communication devices, etc.
[0026] In addition to providing power to the drive motor, battery
pack 101 is expected to provide power to any number of auxiliary
components requiring electric power, these auxiliary vehicle
subsystems and components represented in FIG. 1 by vehicle
subsystems 117. Vehicle subsystems 117 may include, but are not
limited to, vehicle lights (e.g., driving lights, courtesy
lighting, etc.), entertainment systems (e.g., conventional and/or
satellite radio, CD player, DVD player, MP3 player, etc.), a
navigation system, various vehicle control systems, a user
interface, etc. Battery pack 101 may also be coupled to one or more
thermal management systems 119 that are used to insure that the
batteries, as well as other vehicle components and the passenger
cabin, are maintained in their desired temperature range. Typically
thermal management system 119 includes both a cooling subsystem 121
and a heating subsystem 123.
[0027] FIG. 2 provides a block diagram of an exemplary control
system 200 suitable for use with the invention. In illustrated
system 200, it is assumed that the functionality of controller 109
is embedded within system controller 111 and as such, controller
109 is not shown. As noted above, however, controller 109 may be a
separate controller or embedded within charging system 103.
[0028] In system 200, system controller 111 includes a central
processing unit (CPU) 201 and memory 203. Since user interface 113
is comprised of a touch-screen in the preferred embodiment,
preferably system controller 111 also includes a graphical
processing unit (GPU) 205. CPU 201 and GPU 205 may be separate or
contained on a single chip set. Memory 203 may be comprised of
flash memory, a solid state disk drive, a hard disk drive, or any
other memory type or combination of memory types. As previously
noted, controller 111 is coupled to a variety of charging system
components including the charger 103 and the battery pack 101, thus
allowing the charging system to be monitored and controlled. In at
least one embodiment of the invention, controller 111 is coupled to
a global positioning system (GPS) 207, thus allowing the location
of the vehicle to be monitored. Although GPS 207 may be a
stand-alone system, preferably it is integrated into, and used by,
the vehicle's navigation system.
[0029] As previously noted, preferably controller 111 is also used
to control and monitor a variety of other vehicle subsystems.
Exemplary subsystems that may be controlled and monitored by
controller 111 include audio subsystem 209, thermal management
system 119, mobile phone subsystem 211, vehicle camera subsystem
213, vehicle set-up subsystem 215, drive train control/monitoring
subsystem 217, and web browser subsystem 219. Vehicle set-up
subsystem 215 allows general vehicle operating conditions to be set
such as seat positions, moon roof or sun roof operation, internal
lighting, external lighting, windshield wiper operation, etc.
Preferably a mobile telecommunications link 221 is also coupled to
controller 111, thereby allowing the controller to obtain updates,
interface configuration profiles, and other data from an external
data source (e.g., manufacturer, dealer, service center, web-based
application, remote home-based system, etc.). Mobile
telecommunications link 221 may be based on any of a variety of
different standards including, but not limited to, GSM EDGE, UMTS,
CDMA2000, DECT, and WiMAX.
[0030] In the preferred embodiment, user interface 113 is a
touch-screen display that provides both a visual aid, for example
for use with the navigation screen, and the means to input data and
control the various subsystems coupled to controller 111. It should
be understood, however, that other types of user interfaces may
also be used with the invention.
[0031] FIG. 3 illustrates the basic methodology of the invention.
This embodiment is configured to charge a vehicle in accordance
with a preset set of charging instructions that are location
sensitive. Exemplary charging instructions, as described in detail
below, may include charging schedules and charge level limits. In
at least one preferred embodiment, different charging instructions
may be preset for different charging stations/locations, thus
allowing the user to preset a charging schedule and/or charge level
limit for each of multiple locations where the user routinely
charges their car (e.g., home, vacation home, work location,
etc.).
[0032] Initially the vehicle is located at a charging station (step
301) and an identifier for that particular charging station is
determined (step 303). The charging station may be identified based
on its location or based on a unique charging station
identification code (ID). Although the system may be configured to
require that the user inform controller 111 that the vehicle is now
located at a charging station, for example by inputting an
`INITIATE CHARGING` command via user interface 113, preferably
controller 111 determines that the vehicle is located at a charging
station, thereby further automating the system. For example, as
on-board GPS 207 provides the coordinates of the vehicle to
controller 111, these coordinates can be compared to known charging
locations in order to determine if the vehicle is now located at a
charging station. Known charging locations may either be preset by
the user or acquired from a public list of charging stations.
During the step of comparing vehicle coordinates with charging
station coordinates, preferably controller 111 does not look for an
exact match in coordinates, rather controller 111 determines
whether the vehicle is located, based on its coordinates, within a
preset distance from a given charging station. Although the preset
distance may be preset by the vehicle's manufacturer, dealer, or
third party, preferably this distance is input into the system by
the end user, thereby allowing the user to adjust the distance
surrounding a charging station based on the particulars of the
charging station in question. For example, the preset distance
surrounding a charging location may be set at a relatively large
distance if the charging station in question is within a public or
business parking lot where there may be multiple available charging
stations located throughout the parking lot. Alternately, the
preset distance surrounding a charging location may be set at a
relatively small distance if the charging station in question is
located at a residence (e.g., vehicle owner's residence or vacation
home), thus preventing confusion between adjacent residences.
[0033] In some situations, even though the system is configured to
use vehicle coordinates to determine location and identity of a
charging station, it may not be possible for GPS system 207 to
accurately identify the vehicle's current location. This may occur
when the vehicle is parked in an underground parking structure or
other location where GPS system 207 is unable to receive GPS
coordinates. In this situation, preferably controller 111
extrapolates vehicle location based on its last known location,
vehicle speed and vehicle direction.
[0034] While vehicle coordinates are the preferred approach for
identifying a particular charging station, it will be appreciated
that other techniques may be used for this purpose. For example,
the charging station may include means for transmitting a unique
charging station ID. This ID code may be transmitted wirelessly,
for example using a radio frequency ID (i.e., RFID). Alternately,
the charging station ID code may be transmitted to controller 111
when the vehicle is plugged into the charging station and
communication is initiated between the charging station and
charging system 103.
[0035] In the preferred embodiment whenever the vehicle is parked,
controller 111 attempts to identify whether the vehicle has been
parked at a charging station and if it has, which charging station.
In an alternate embodiment, controller 111 is configured to only
attempt to identify the charging station when a preset condition
arises. Exemplary preset conditions include opening a charge port
door or coupling a charging connector to the vehicle's charger
inlet.
[0036] Once the vehicle has been parked at a charging station (step
301) and the charging station identified (step 303), controller 111
determines whether or not a set of charging instructions has been
preset for the identified charging station (step 305). If a set of
charging instructions has been preset (step 307), then charging is
performed in accordance with the preset charging instructions (step
309). If a set of charging instructions has not been preset (step
311), then controller 111 communicates a request, preferably via
user interface 113, as to whether or not the user wishes to set
charging instructions for the identified charging station (step
313). At this juncture, if the user responds that they do not wish
to set charging instructions for this location (step 315), then
charging is performed in accordance with the default charging
instructions (step 317). Typically the default charging
instructions immediately initiate battery charging.
[0037] If at query 313 the user responds that they wish to set-up a
set of charging instructions for the identified charging station
(step 319), then the user inputs the requested information (step
321). For example, if the user indicates that they wish to set a
charging schedule, then in step 321 they may input a charging start
time; alternately, a charging start time based on the day of the
week, thus allowing different start times for weekdays and
weekends, thereby taking into account different TOU rates for
weekdays and weekends; alternately, a charging start time and a
charging end time; alternately, both a charging start time and a
charging end time based on the day of the week. In step 321, the
user may also input a charge level limit, for example a charge
level limit based on the state-of-charge (SOC), percentage of
battery pack capacity, battery pack energy level, or other charge
level qualifier. In step 321, the user may also input both a charge
schedule and a charge level limit. Once the user has input a set of
charging instructions (step 321), the system controller records the
charging instructions in memory 203 for the identified charging
station (step 323).
[0038] FIG. 4 illustrates an alternate methodology, which is based
on the methodology shown in FIG. 3, for use with the invention. As
illustrated, if a set of charging instructions has not been preset
for the charging station (step 311), controller 111 does not issue
a query to the user about inputting a set of charging instructions
for the current charging station. Rather, according to this
procedure controller 111 immediately initiates battery pack
charging in accordance with the default charging instructions (step
317) if charging instructions have not been preset for the
identified charging station.
[0039] FIG. 5 provides additional details regarding a preferred
embodiment in which the set of charging instructions is comprised
of a charging schedule (e.g., charging start time and/or charging
end time, which may or may not be based on the day of the week).
Although the procedure shown in FIG. 5 is based on that of FIG. 3,
it will be appreciated that it is equally applicable to other
system configurations such as that shown in FIG. 4.
[0040] When a user connects their vehicle to a charging station and
the charging station is identified as one in which a charging
instructions, i.e., a charging schedule, has been preset (step
501), the first step is for the system to determine the current
time (step 502). The current time, X, is then compared to the
scheduled start time for charging, Y. (Step 503). If the vehicle is
coupled to the charging system within a preset window of time (step
505), the charging is initiated immediately (step 507). If the time
in which the vehicle is coupled to the charging system falls
outside of the preset window of time (step 509), then charging is
delayed (step 511) until the next scheduled start time at which
point charging is initiated (step 507).
[0041] In step 504 controller 111 determines if the current time,
i.e., the time X at which point the vehicle is coupled to the
charging station, falls within the preset period of time, i.e., Y+Z
where Y is the scheduled start time and Z defines the size of the
window. In at least one embodiment, Z is set at 6 hours. Z, the
window size, may be preset by the vehicle's manufacturer or a
dealer or other third party. In at least one embodiment, the system
is configured to allow the user to set this time. Assuming Z is set
at 6 hours, and assuming a scheduled start time (Y) of 10 PM, if
the user plugs in the vehicle at 11:30 PM, the outcome of step 504
is to initiate charging (step 507) since 11:30 PM falls within the
window of 10 PM plus six hours. Given the same window and scheduled
start time, if the user plugs in the vehicle at 4:30 AM, the
controller would delay charging (step 511) until the following
evening at 10 PM.
[0042] In the procedure shown in FIG. 5, as in the procedure shown
in FIG. 3, if charging instructions, i.e., a charging schedule,
have not been set for the identified charging station (step 513),
then the system queries the user as to whether or not they wish to
input a charging schedule (step 515). If the user responds
affirmatively (step 517), then the user inputs the desired charging
schedule (step 519) which, in turn, is recorded in memory for that
particular charging station (step 521). If, on the other hand, the
user responds to the query in step 515 in the negative (step 523),
then charging is performed in accordance with the default charging
instructions (step 317), for example by immediately initiating
battery charging.
[0043] As previously described, the present invention allows a user
to preset charging instructions for a specific charging station so
that each time that the vehicle charges at that particular charging
station the preset charging instructions are used. By inputting a
charging schedule for the charging instructions, the user is able
to optimize charging, for example by utilizing preferred TOU rates
at regularly visited charging stations (e.g., home, vacation home,
work). The inventors of the present invention have found that in
addition to presetting the charging schedule for an identified
charging station, providing the user with the ability to set a
target charge level limit, at which point charging is terminated,
is a useful variant of the present invention. For example, this
variant allows the user to set different charge level limits based
on driving expectations that may be based, at least in part, on the
location of the charging station. For example, the user may set a
first, lower, target charge limit for their home charging station
while setting a second, higher, target charge limit at a charging
station located at their vacation home with the expectation that a
larger driving range is required at their vacation home.
[0044] FIG. 6 provides additional details regarding a preferred
embodiment in which the set of charging instructions is comprised
of a target charge level limit. Although the procedure shown in
FIG. 6 is based on that of FIG. 3, it will be appreciated that it
is equally applicable to other system configurations such as that
shown in FIG. 4. It should be understood that the target charge
level may be given in terms of state-of-charge (SOC), percentage of
battery pack capacity, battery pack energy level, or other charge
level qualifier.
[0045] In this configuration, when a user connects their vehicle to
a charging station and the charging station is identified as one in
which charging instructions, i.e., a target charge level limit, has
been preset (step 601), after charging is initiated (step 603) the
controller continually compares the current charge level to the
preset target charge level (step 605). As long as the current
charge level is less than the preset target charge level, charging
continues (step 607). Once the target charge level is reached (step
609), charging is terminated (step 611).
[0046] As in the procedures shown in FIGS. 3 and 5, if charging
instructions, i.e., a target charge level limit, has not been set
for the identified charging station (step 613), then the system
queries the user as to whether or not they wish to input charging
instructions, i.e., a target charge level limit (step 615). If the
user responds affirmatively (step 617), then the user inputs the
desired target charge level limit (step 919) which, in turn, is
recorded in memory for that particular charging station (step 621).
If, on the other hand, the user responds to the query in step 615
in the negative (step 623), then charging is performed in
accordance with the default charging instructions (step 317), for
example by immediately initiating battery charging and applying a
default charge level limit.
[0047] In at least one embodiment, when the user attempts to charge
their car at a charging station with a preset set of charging
instructions, the user is given the option to over-ride the preset
set of charging instructions. For example, FIG. 7 illustrates a
modification of the procedure shown in FIG. 5 to allow the user to
over-ride the preset, a particularly useful feature when the user
plugs their car into the charging station after the preset window
has closed, but still requires charging before the next day's
travel. For example, in the scenario described above relative to
FIG. 5, when the user plugged their car in at 4:30 AM this feature
would allow the user to quickly over-ride delay step 511. In this
embodiment, controller 111 queries the user, for example via user
interface 113, to determine whether or not to over-ride the preset
schedule. (Step 701). Preferably the query is designed to default
to following the preset charging instructions unless the user
proactively requests that charging begin immediately. In an
exemplary configuration utilizing a touch-screen user interface,
when interface 113 displays the charging screen that provides
charging information (e.g., present battery pack state-of-charge
(SOC) or percent charged, charging station capabilities, remaining
time left before target SOC is achieved, etc.), a question is
displayed on the screen that queries "OVER-RIDE CHARGING
SCHEDULE?". If the user does nothing, or presses a "NO" soft-button
(step 703), then controller determines whether or not to
immediately initiate charging or delay charging until the next
schedule start time following the procedure outlined above.
Alternately, if the user presses a "YES" soft-button (step 705), or
otherwise indicates (e.g., using a hard button) that charging
should start, then charging is immediately initiated (step
507).
[0048] Similarly, the over-ride feature may be employed in
configurations in which a target charge level limit is preset, such
as that described above relative to FIG. 6. The use of the
over-ride feature in such a configuration is illustrated in FIG. 8.
In this exemplary embodiment, controller 111 queries the user to
determine whether or not to over-ride the preset charge limit.
(Step 801). As previously described, preferably the query is
designed to default to following the preset charging instructions.
In response to the query, if the user does nothing, or presses a
"NO" soft-button (step 803), then the system charges the battery
pack to the preset target charge level limit at which point
charging is terminated (step 611). If the user presses a "YES"
soft-button (step 805), or otherwise indicates (e.g., using a hard
button) that the preset charging instructions should be
over-ridden, then charging is immediately initiated (step 807).
Charging continues until the current charge level reaches the
default charge level (step 809), at which point charging is
terminated (step 811). The default and/or target charge level limit
may be preset by the vehicle manufacturer, battery pack
manufacturer, user or other party and configured to maximize
battery pack health or longevity or to achieve a particular
performance goal, e.g., maximizing vehicle range, vehicle
performance, battery health, etc.
[0049] It should be understood that the preset charging
instructions may include both a charging schedule and a target
charge level limit as illustrated in the exemplary embodiment shown
in FIG. 9. In this embodiment, if controller 111 determines that
charging instructions have not been preset for the identified
charging station (step 311), then controller 111 determines whether
or not the user wishes to set a charging schedule and target charge
level for the identified charging station (step 901). At this
juncture, if the user responds that they do not wish to set a
charging schedule for this location (step 903), then charging is
performed in accordance with the default charging instructions
(step 317). If the user wishes to set a charging instructions for
the identified charging station (step 905), then they enter a
target charge level in addition to the desired charging schedule
(step 907), both of which are recorded in memory (step 909).
[0050] Although not required, in the illustrated embodiment when
the user is at an identified charging station in which charging
instructions have been preset (step 307), they are given the option
(step 701) to over-ride the preset charging schedule (step 705) and
immediately initiate charging (step 507). If the user indicates
that they do not wish to over-ride the presets (step 703), then the
system determines the current time (step 502) and compares the
current time to the scheduled start time (step 503). In response,
controller 111 either immediately initiates charging (step 507) or
delays charging until the next scheduled start time (step 511).
Once charging is initiated (step 507), the controller continually
compares the current charge level to the preset target charge level
(step 605). As long as the current charge level is less than the
preset target charge level, charging continues (step 607). Once the
target charge level is reached (step 609), charging is terminated
(step 611).
[0051] Typically, and as described above, charging instructions are
input for a particular charging station when the vehicle is located
at that charging station. It should be understood, however, that
the present invention can utilize charging instructions that are
input into the vehicle's controller utilizing other techniques, and
even when the vehicle is not located at the affected charging
station. As illustrated in FIG. 10, in such an embodiment the user
initially identifies the charging station in question (step 1001).
The charging station may be identified from a list of charging
stations, from a map, based on map coordinates that correspond to
the charging station, or via other means, and may utilize the
vehicle's user interface or a computer, laptop, tablet, smart
phone, etc. If a system that is external to the vehicle is used to
identify and configure the charging instructions, this information
may be downloaded to the on-board control system via communication
link 221 or via a flash-drive or similar portable memory. Once a
particular charging station has been identified, the user inputs
the charging instructions for that particular station (step 1003).
As noted above, the system may be configured to accept various
information for the preset schedule and/or the target charge limit.
Once the user has input the desired charging instructions (step
1003), the system controller records in memory 203 the charging
instructions for the identified charging station (step 1005). After
charging instructions have been input into the system and recorded,
each time the vehicle arrives at the identified charging station,
the system performs the preset instructions, unless over-ridden, as
described above in FIGS. 3-9.
[0052] Systems and methods have been described in general terms as
an aid to understanding details of the invention. In some
instances, well-known structures, materials, and/or operations have
not been specifically shown or described in detail to avoid
obscuring aspects of the invention. In other instances, specific
details have been given in order to provide a thorough
understanding of the invention. One skilled in the relevant art
will recognize that the invention may be embodied in other specific
forms, for example to adapt to a particular system or apparatus or
situation or material or component, without departing from the
spirit or essential characteristics thereof. Therefore the
disclosures and descriptions herein are intended to be
illustrative, but not limiting, of the scope of the invention.
* * * * *